U.S. patent number 4,185,725 [Application Number 05/905,744] was granted by the patent office on 1980-01-29 for synchronizer arrangements for stepped-ratio transmissions.
This patent grant is currently assigned to General Motors Corporation. Invention is credited to Mario J. Maina.
United States Patent |
4,185,725 |
Maina |
January 29, 1980 |
Synchronizer arrangements for stepped-ratio transmissions
Abstract
A synchronizer arrangement for bringing first and second rotary
members of a stepped-ratio transmission, (for example a gearbox
mainshaft and a constant-mesh gear that is rotatably mounted on the
mainshaft) into rotary synchronism. A primary synchronizer element
(for example a synchro ring) is drivable by the first rotary member
and is axially movable into frictional engagement with an
intermediate element (for example a primary synchronizing cone) to
thereby develop at the intermediate element, by the co-operation of
respective friction surfaces, a synchronizing drag torque component
which by the action of a pair of co-operating ramp
surfaces--possibly with interposed friction-reducing
rollers--produces axial movement of the intermediate element to
provide a clamping action at a pair of opposed radially extending
annular friction-clutch surfaces of a secondary synchronizer
element that is of higher torque-inducing capacity than the primary
element, to provide an additional synchronizing drag torque
component which performs the major contribution in bringing the
first and second rotary members of the stepped-ratio transmission
into rotary synchronism.
Inventors: |
Maina; Mario J. (Luton,
GB2) |
Assignee: |
General Motors Corporation
(Detroit, MI)
|
Family
ID: |
10149724 |
Appl.
No.: |
05/905,744 |
Filed: |
May 15, 1978 |
Foreign Application Priority Data
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May 17, 1977 [GB] |
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20670/77 |
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Current U.S.
Class: |
192/53.31;
192/53.34 |
Current CPC
Class: |
F16D
23/06 (20130101); F16D 2023/0656 (20130101); F16D
2023/123 (20130101); F16D 2023/0618 (20130101); F16D
2023/065 (20130101); F16D 2023/0643 (20130101) |
Current International
Class: |
F16D
23/06 (20060101); F16D 23/02 (20060101); F16D
023/06 () |
Field of
Search: |
;192/53F,54 ;74/339 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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|
|
|
|
|
494411 |
|
Oct 1938 |
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GB |
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1259420 |
|
Jan 1972 |
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GB |
|
1473844 |
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May 1977 |
|
GB |
|
Primary Examiner: Bonck; Rodney H.
Attorney, Agent or Firm: Heiter; A. M.
Claims
The embodiments of the invention in which an exclusive property or
privilege is claimed are defined as follows:
1. A synchronizer arrangement for bringing first and second rotary
members of a stepped-ratio transmission into rotary synchronism,
comprising a primary synchronizer element drivable by the first
rotary member and provided with a friction surface, an intermediate
element provided with a friction surface, means for effecting axial
movement of the primary synchronizer element into frictional
engagement with the intermediate element and thereby produce a
synchronizing drag torque component at the intermediate element by
co-operation of the said friction surfaces, a pair of co-operating
ramp surfaces arranged to rotate with the intermediate element and
the second rotary member respectively, means providing axial
reaction for the ramp surface which rotates with the second rotary
member, and a secondary synchronizer element that is connected to
rotate with the second rotary member and is of higher
torque-inducing capacity than the primary element, the secondary
synchronizer element having a pair of opposed radially extending
annular friction-clutch surfaces, and the synchronizing drag torque
component at the intermediate element being effective, by the
action of the pair of co-operating ramp surfaces, to produce axial
movement of the intermediate element providing a clamping action at
the pair of opposed radially extending annular friction-clutch
surfaces of the secondary synchronizer element, to provide an
additional synchronizing drag torque component which performs the
major contribution in bringing the first and second rotary members
of the stepped-ratio transmission into rotary synchronism.
2. A synchronizer arrangement for bringing first and second rotary
members of a stepped-ratio transmission into rotary synchronism,
comprising a primary synchronizer element drivable by the first
rotary member, an intermediate element, friction surfaces on the
primary synchronizer element and on the intermediate element
respectively, means for effecting axial movement of the primary
synchronizer element into frictional engagement with the
intermediate element to thereby develop a synchronizing drag torque
component at the intermediate element by co-operation of the
respective friction surfaces, a pair of co-operating ramp surfaces
responsive to the synchronizing drag torque component to produce
axial movement of the intermediate element, and a secondary
synchronizer element that has a pair of opposed radially extending
annular friction-clutch surfaces and is of higher torque-inducing
capacity than the primary element, the said axial movement of the
intermediate element providing a clamping action at the said
opposed radially extending annular friction-clutch surfaces to
provide an additional synchronizing drag torque component which
performs the major contribution in bringing the first and second
rotary members of the stepped-ratio transmission into rotary
synchronism.
3. A synchronizer arrangement for bringing first and second rotary
members of a stepped-ratio transmission into rotary synchronism,
comprising a synchro ring drivable by the first rotary member and
provided with a frustoconical friction surface, an intermediate
element provided with a frustoconical friction surface, means for
effecting axial movement of the synchro ring into frictional
engagement with the intermediate element and thereby produce a
synchronizing drag torque component at the intermediate element by
co-operation of the frustoconical surfaces, a pair of hardened
steel ramp surfaces provided with friction-reducing rollers
therebetween and arranged to rotate with the intermediate element
and the second rotary member respectively, means providing axial
reaction for the ramp surface which rotates with the second rotary
member, and a plate-like secondary synchronizer element that has a
pair of opposed radially extending annular friction-clutch surfaces
with applied friction faces thereon and is connected to rotate with
the second rotary member and is of higher torque-inducing capacity
than the synchro ring, and the synchronizing drag torque component
at the intermediate element being effective, by the action of the
pair of co-operating ramp surfaces, to produce axial movement of
the intermediate element providing a clamping action at the
friction faces of the plate-like secondary synchronizer element, to
provide an additional synchronizing drag torque component which
performs the major contribution in bringing the first and second
rotary members of the stepped-ratio transmission into rotary
synchronism.
4. A synchronizer arrangement for bringing first and second rotary
members of a stepped-ratio transmission into rotary synchronism,
comprising a primary synchronizer element drivable by the first
rotary member and in the form of a synchro ring provided with a
frustoconical friction surface, an intermediate element provided
with a frustoconical friction surface and constituting a primary
synchronizing cone, means for effecting axial movement of the
primary synchronizer element into frictional engagement with the
intermediate element and thereby produce a synchronizing drag
torque component at the intermediate element by co-operation of the
frustoconical surfaces, a pair of cam plate members connected to
rotate with the intermediate element and the second rotary member
respectively, means on the second rotary member providing axial
reaction for the cam plate member which rotates with the second
rotary member, and a secondary synchronizer element that is
connected to rotate with the second rotary member and is of higher
torque-inducing capacity than the primary element, the secondary
synchronizer element having a pair of opposed radially extending
annular friction-clutch surfaces, and the synchronizing drag torque
component at the intermediate element being effective, by the
action of a pair of co-operating ramp surfaces provided on the
respective cam plate members and having friction-reducing means
therebetween, to produce axial movement of the intermediate element
providing a clamping action at the pair of opposed radially
extending annular friction-clutch surfaces of the secondary
synchronizer element, to provide an additional synchronizing drag
torque component which performs the major contribution in bringing
the first and second rotary members of the stepped-ratio
transmission into rotary synchronism.
5. A synchronizer arrangement for bringing first and second rotary
members of a stepped-ratio transmission into rotary synchronism,
comprising a primary synchronizer element drivable by the first
rotary member and provided with a friction surface, an intermediate
element provided with a friction surface, means for effecting axial
movement of the primary synchronizer element into frictional
engagement with the intermediate element and thereby produce a
synchronizing drag torque component at the intermediate element by
co-operation of the said friction surfaces, a plate-type secondary
synchronizer element that is connected to rotate with the second
rotary member and has a pair of opposed radially extending annular
friction-clutch surfaces with applied friction faces thereon and is
of higher torque-inducing capacity than the primary element, a pair
of co-operating ramp surfaces that are arranged to rotate with the
intermediate element and the second rotary member respectively and
are disposed at a lesser radius than the friction faces of the
plate-type secondary synchronizer element, at a location radially
inwardly of the intermediate element, and means providing axial
reaction for the ramp surface which rotates with the second rotary
member, and the synchronizing drag torque component at the
intermediate element being effective, by the action of the pair of
co-operating ramp surfaces, to produce axial movement of the
intermediate element providing a clamping action at the pair of
opposed radially extending annular friction-clutch surfaces of the
secondary synchronizer element, to provide an additional
synchronizing drag torque component which performs the major
contribution in bringing the first and second rotary members of the
stepped-ratio transmission into rotary synchronism.
6. A synchronizer arrangement for bringing a gearbox mainshaft and
a constant-mesh gear that is rotatably mounted thereon into rotary
synchronism, comprising a synchro ring connected to be driven by
the gearbox mainshaft and provided with a frustoconical friction
surface, a sliding-sleeve clutch member connected to rotate with
the gearbox mainshaft and axially movable to apply axial loading to
the synchro ring, external-engagement dog teeth formed on the
constant-mesh gear for engagement by internal clutch teeth formed
on the sliding-sleeve clutch member, an intermediate element
provided with a frustoconical friction surface, means for effecting
axial movement of the synchro ring into frictional engagement with
the intermediate element and thereby produce a synchronizing drag
torque component at the intermediate element by co-operation of the
frustoconical surfaces, a pair of co-operating ramp surfaces
arranged to rotate with the intermediate element and the
constant-mesh gear respectively, means providing axial reaction for
the ramp surface which rotates with the constant-mesh gear, and a
secondary synchronizer element that is connected to rotate with the
constant-mesh gear and is of higher torque-inducing capacity than
the synchro ring, the secondary synchronizer element having a pair
of opposed radially extending annular friction-clutch surfaces, and
the synchronizing drag torque component at the intermediate element
being effective, by the action of the pair of co-operating ramp
surfaces, to produce axial movement of the intermediate element
providing a clamping action at the pair of opposed radially
extending annular friction-clutch surfaces of the secondary
synchronizer element, to provide an additional synchronizing drag
torque component which performs the major contribution in bringing
the gearbox mainshaft and the constant-mesh gear into rotary
synchronism.
7. A synchronizer arrangement according to claim 6, in which the
synchro cone includes a ring of baulking teeth formed with baulk
chamfers that are engageable by baulk chamfers formed on the
internal clutch teeth, for transfer of axial load direct from the
sliding-sleeve clutch member to the synchro cone, and prevention of
dog-tooth engagement between the sliding-sleeve clutch member and
the constant-mesh gear, until the gearbox mainshaft and the
constant-mesh gear approach rotary synchronism.
8. A synchronizer arrangement for bringing a gearbox mainshaft and
a constant-mesh gear that is rotatably mounted on the mainshaft
into rotary synchronism, comprising a synchro ring drivable by the
gearbox mainshaft and provided with a frustoconical friction
surface, a sliding-sleeve clutch member connected to rotate with
the gearbox mainshaft and axially movable to apply axial loading to
the synchro ring, external-engagement dog teeth formed on the
constant-mesh gear for engagement by internal clutch teeth formed
on the sliding-sleeve clutch member, an intermediate element
provided with a frustoconical friction surface, means for effecting
axial movement of the synchro ring into frictional engagement with
the intermediate element and thereby produce a synchronizing drag
torque component at the intermediate element by co-operation of the
frustoconical surfaces, a pair of co-operating ramp surfaces
arranged to rotate with the intermediate element and the
constant-mesh gear respectively, means on the constant-mesh gear
providing axial reaction for the ramp surface which rotates with
the constant-mesh gear, and a secondary synchronizer element that
is connected to rotate with the constant-mesh gear and is of higher
torque-inducing capacity than the synchro ring, the secondary
synchronizer element having a pair of opposed radially extending
annular friction-clutch surfaces disposed axially between a clutch
surface of the intermediate element and a clutch surface of the
constant-mesh gear, and the synchronizing drag torque component at
the intermediate element being effective, by the action of the pair
of co-operating ramp surfaces, to produce axial movement of the
intermediate element in a direction towards the constant-mesh gear
such that the annular friction-clutch surfaces of the secondary
synchronizer element are thereby clamped between the clutch
surfaces of the intermediate element and constant-mesh gear
respectively, to provide an additional synchronizing drag torque
component which performs the major contribution in bringing the
gearbox mainshaft and the constant-mesh gear into rotary
synchronism.
Description
This invention relates to synchronizer arrangements for
stepped-ratio transmissions, primarily for use in motor
vehicles.
The conventional type of synchromesh mechanism, as currently in
wide use on passenger car and light truck gearboxes, is not
adequate for heavy-duty applications such as heavy truck
transmissions, where the large inertias of the rotating parts
impose the requirements of developing high synchronizing torques,
and yet it is desirable to maintain relatively light shift loads at
the gear change lever.
One way of meeting these somewhat conflicting requirements for
heavy-duty gearboxes such as are used on commercial vehicles is to
make use of a self-energizing effect, rather as in a sprag
brake.
A specific proposal on these lines is contained in the
specification of our co-pending application for United Kingdom
Letters Patent No. 29,504/73 (Ser. No. 1,473,844), in which there
is described and claimed a synchromesh mechanism in which
torque-transmitting frictional interengagement of a first set of
co-operating friction surfaces of a rotary drive member (for
example, a gearwheel) and of a synchronizer element (for example, a
synchro ring) is arranged to produce a synchronizing drag torque
component which contributes to bringing the drive member into
rotary synchronism with another rotary member (which may be a
rotary shaft that is connected to a coupling member which drives
the synchronizer element), with the torque reaction of the said
synchronizing drag torque being transmitted by way of the
synchronizer element to become effectively applied at a second set
of co-operating friction surfaces, constituted by radially
extending annular surfaces of a friction-clutch element (for
example, a friction-clutch plate) and of the rotary drive member
respectively, of higher torque-carrying capacity than the first set
to provide an additional synchronizing drag torque component which
performs the major contribution in bringing the drive member and
the other rotary member into rotary synchronism.
A synchronizer arrangement in accordance with the present invention
is similarly based on the principle of utilising a primary
synchronizer element to activate a clutch plate type of secondary
synchronizer element which is of higher torque-inducing capacity
and operates to provide the major proportion of synchronizing
torque to bring two members of a gear train configuration into
synchronous rotation, but is constructed and operates differently
in certain important respects contributing to a potentially
high-capacity synchronizing action.
From one aspect of the present invention, in a synchronizer
arrangement for bringing first and second rotary members of a
stepped-ratio transmission into rotary synchronism, a primary
synchronizer element is drivable by the first rotary member and is
axially movable into frictional engagement with an intermediate
element to thereby develop at the intermediate element, by the
co-operation of respective friction surfaces, a synchronizing drag
torque component which by the action of a pair of co-operating ramp
surfaces produces axial movement of the intermediate element to
provide a clamping action at a pair of opposed radially extending
annular friction-clutch surfaces of a secondary synchronizer
element that is of higher torque-inducing capacity than the primary
element, to provide an additional synchronizing drag torque
component which performs the major contribution in bringing the
first and second rotary members of the stepped-ratio transmission
into rotary synchronism.
From another aspect of the present invention, a synchronizer
arrangement for bringing first and second rotary members of a
stepped-ratio transmission into rotary synchronism comprises a
primary synchronizer element drivable by the first rotary member
and provided with a friction surface, an intermediate element
provided with a friction surface, means for effecting axial
movement of the primary synchronizer element into frictional
engagement with the intermediate element and thereby produce a
synchronizing drag torque component at the intermediate element by
co-operation of the said friction surfaces, a pair of co-operating
ramp surfaces arranged to rotate with the intermediate element and
the second rotary member respectively, means providing axial
reaction for the ramp surface which rotates with the second rotary
member, and a secondary synchronizer element that is connected to
rotate with the second rotary member and is of higher
torque-inducing capacity than the primary element, the secondary
synchronizer element having a pair of opposed radially extending
annular friction-clutch surfaces, and the synchronizing drag torque
component at the intermediate element being effective, by the
action of the pair of co-operating ramp surfaces, to produce axial
movement of the intermediate element providing a clamping action at
the pair of opposed radially extending annular friction-clutch
surfaces of the secondary synchronizer element, to provide an
additional synchronizing drag torque component which performs the
major contribution in bringing the first and second rotary members
of the stepped-ratio transmission into rotary synchronism.
A synchronizer arrangement in accordance with the present invention
has the potential of permitting a particularly compact and robust
construction, with high-capacity synchronizing action.
Such surfaces of the synchronizer arrangement as are intensely
loaded may be of hardened steel, for achieving a high torque
capacity.
Thus, if rollers are interposed between the co-operating ramp
surfaces, the use of hardened steel for the ramp surfaces is
desirable to avoid brinelling of these surfaces by the rollers.
Alternatively, instead of rollers, a PTFE (polytetrafluorethylene)
interlayer, in the form of a film or PTFE-coated spacer, could be
used between the co-operating ramp surfaces.
The prior proposal was specifically described in the context of a
baulk pin type of synchronizer, and the present synchronizer
arrangement is likewise applicable to the baulk pin type of
synchronizer. However, the present arrangement lends itself
particularly well to use in the so-called Warner type of
synchronizer, utilising a sliding clutch sleeve and
external-engaging teeth (external dogs), which is advantageous when
there are very high torques to be accommodated, because it permits
a particularly robust construction, whereas the baulk pin type of
synchronizer tends not to be sufficiently strong for use with these
very high torques.
The Warner type of synchronizer will normally include a ring of
bevelled teeth to provide a baulking action, although a variant is
possible (for example for a first-gear ratio) in which such
baulking teeth are omitted.
For high torque capacity the friction surfaces of the present
arrangement should be disposed at a large radius relative to the
main axis of rotation (mainshaft axis), and this can be achieved
without difficulty in the context of the Warner type of
synchronizer, in addition to which the co-operating ramp surfaces
may be disposed at a lesser radius, as at a location radially
inwardly of the intermediate element, to provide a particularly
compact and relatively simple arrangement.
Depending on the design, the present arrangement has the potential
of providing a torque capacity in excess of three times that of a
conventional cone type of synchronizer of similar dimensions.
The present arrangement also has the potential of providing
relatively rapid synchronization at high torque loadings, without
the need for unacceptably high peak loads at the gear lever, so
offering the possibility of achieving something like passenger-car
shift quality in a truck. Thus with the present arrangement a
design should be feasible permitting first-speed synchronization
within one second, for a 40-50 lbs. (dynamic) peak load at the gear
lever knob.
The appended claims define the scope of the invention claimed. The
invention and how it can be performed are hereinafter particularly
described with reference to the accompanying drawings, in
which:
FIG. 1 is a fragmentary longitudinal section illustrating one
embodiment of a synchronizer arrangement in accordance with the
present invention, utilising a detent-key type of sliding-sleeve
construction;
FIG. 2 is a fragmentary end view showing provision for radial
location of a primary synchronising element of the arrangement
shown in FIG. 1;
FIG. 3 is a fragmentary developed view showing the abutment of
baulk chamfers in the FIG. 1 arrangement;
FIG. 4 is a fragmentary circumferential section illustrating ramp
surfaces and interposed rollers in the FIG. 1 arrangement;
FIG. 5 is a further fragmentary longitudinal section of the
synchronizer arrangement, illustrating the radial location of a
clutch plate (constituting a secondary synchronizing element) to
the primary synchronizing element;
FIG. 6 is a fragmentary end view showing provision for
circumferential location of the clutch plate of the FIG. 1
arrangement; and
FIGS. 7 and 8 are views similar to FIGS. 1 and 5 respectively (but
showing a ball type of detent), including notation corresponding to
that used in a mathematical analysis herein.
As is shown in FIGS. 1 and 5 of the drawings, a sliding-sleeve
clutch member 1 which rotates with a gearbox mainshaft and is
provided with internal clutch teeth is axially movable to displace
detent keys 2 into abutment with a primary synchronizing element 3
constituted by a synchro ring, to apply axial loading to the
primary synchronizing element. Further axial movement of the clutch
member will cause the detent keys to depress a plunger 4 against
the action of a detent spring 5.
The resulting energising force on the primary synchronising element
will cause the element to move circumferentially into a position
determined by radial lugs 6, shown in FIG. 2, on the primary
synchronizing element, these lugs interacting in respective slots 7
of a driving hub member 8 that is splined to the gearbox mainshaft.
Thereby, a ring of baulking teeth 9 on the primary synchronizing
element is displaced circumferentially so that these baulking teeth
impede further axial movement of the clutch member, by interaction
of baulk chamfers 10 and 11 of the baulking teeth and the internal
clutch teeth respectively. Axial load from the clutch member is
transferred by way of the baulk chamfers to a cone surface 12 of
the primary synchronizing element, and is sustained until
synchronization is nearing completion and the opposing axial force
at the baulk chamfers falls (with the reduction in synchronizing
drag torque) to a level permitting release of the baulk action and
further shift movement into positive-clutch engagement with
external-engagement teeth on a constant-mesh gear 17 that is
rotatably mounted by way of needle bearings on the gearbox
mainshaft.
The drag torque at the cone surface reacts at a pair of opposed
sets of ramp surfaces 13 (FIG. 4) between cam plate members 14 and
15 which are fixed respectively to an intermediate element 16,
constituting a primary synchronizing cone, and the gear 17. In
order to reduce friction, a roller 18 is interposed between each
set of ramp surfaces. The ramp surfaces are made of hardened
steel.
The cam plate member 14 which is fixed to the intermediate element
can be considered to be an "active" ramp plate, and the cam plate
member 15 can be considered to be an "inactive" ramp plate. The
"inactive" ramp plate 15 takes its axial reaction from the gear 17
in this embodiment, although an alternative construction is
possible in which reaction is taken from a hub member.
The action of transmitting torque through the ramp surfaces results
in an axial force tending to close a clutch surface 19 (FIG. 5),
which is part of the intermediate element 16, towards a clutch
surface 20 of the gear 17, such that the intermediate element moves
axially in the manner of a friction-clutch actuating plate, to
provide an effective clamping action on a clutch plate 21, which is
formed with a pair of opposed radially extending annular
friction-clutch surfaces.
The clutch plate 21 is circumferentially located to the primary
synchronizing element 3 by means of tags 22 (FIG. 6) on the clutch
plate which are axially free to move in slots 23 of the primary
synchronizing element.
In this way the clutch plate 21 acts as a secondary synchronizing
element 3 to provide a supplementary drag torque. Thereby, due to
the capability of the plate-type element to accept a high clamping
force, it is possible to achieve a considerably greater
synchronizing capacity than that of conventional cone-type elements
of similar proportions.
The ramp angle of the clamping mechanism can readily be selected to
provide the optimum clamping force on the secondary synchronizing
element for a nominal axial load on the primary element, and it can
be shown that a synchronizing torque capacity can be achieved which
is in excess of three times that of a conventional cone-type
synchronizer of similar proportions.
A further advantage of using plate-type elements as part of a
synchronizer arrangement is that friction faces may be applied, as
in the embodiment illustrated, to provide consistently high
coefficient of friction with good transitional characteristics and
durability, as is obtained on the shift clutches used in automatic
transmissions which perform power-sustained shifts.
A release spring 24 acts on the intermediate element 16 to withdraw
the clutch surfaces 19 and 20 as synchronization is approached, and
so relieve the secondary clutch plate element 21 from partial
loading when not selected for engagement.
The following is a mathematical analysis of the operation of the
synchronizer arrangement which has been described:
HIGH CAPACITY SYNCHRONIZER MATHEMATICAL ANALYSIS
Let the cone angle of the primary element=.alpha.
Let the cam face angle at the clamp plate 14 and gear member
15=.beta.
Let the frictional drag coefficient of the primary
element=.mu..sub.1
Let the frictional drag coefficient of the secondary
element=.mu..sub.2
Let the force applied to the primary element (Fork
loading)=F.sub.1
Let the clamping force on the secondary element=F.sub.2
Let the effective radius of the primary element about axis of
rotation=R.sub.1
Let the effective radius of the secondary element about axis of
rotation=R.sub.2
Let effective radius of the cam faces about axis of rotation=Ro
Drag torque from primary element=T.sub.1 =R.sub.1 .times.F.sub.1
.times.1/SIN .alpha..times..mu..sub.1
Drag torque from secondary element=T.sub.2 =R.sub.2
.times.(2.times.F.sub.2 +F.sub.1).times..mu..sub.2 or=R.sub.2
.times.2.times.F.sub.2 .times..mu..sub.2 if F.sub.1 small with
respect to F.sub.2
Torque transmitted to the cam face=T.sub.3 =T.sub.1 +T.sub.2 /2
Clamp force from the cam faces=F.sub.2 ##EQU1## and drag torque
from secondary element=T.sub.2 ##EQU2## Resolving for T.sub.2
##EQU3## Total synchronizing drag torque=T.sub.T ##EQU4## Ratio of
effectiveness of the high capacity synchronizer to a conventional
cone type synchronizer of equivalent radius R.sub.1. ##EQU5##
Assuming R.sub.o /R.sub.2 =0.75 and Cot .beta..times..mu..sub.2
=0.50 ##EQU6## Condition at which system will lock-up. When
##EQU7## or less
* * * * *